Grade-crossing safety apparatus



Sept. 29, 1925. 1,555,386

R. SCHILLINGER GRADE CROSSING SAFETY APPARATUS Filed Feb. 2, 1925 2Sheets-Sheet 1 Sept. 29, 1925. 1,555,386

R. SCHILLINGER GRADE CROSSING SAFETY APPARATUS Filed Feb. 2, 1925 2Shegts-Sheet 2 difh Arr-0km: Y6

Patented Sept. 29, 1925.

UNITED STATES PATENT orrica.

RAYMOND SCHILLINGER, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO GEORGE W. SCHILLINGER, OF PHILADELPHIA, PENNSYLVANIA.

GRADE-GROSSING SAFETY APPARATUS.

Application filed February 2, 1925. Serial No. 6,162.

To all whom it may concern:

Be it known that I, RAYMOND SoHIL- LINGER, a citizen of the UnitedStates, residing at Philadelphia, county of Philadelphia, and State ofPennsylvania, have in vented a new and useful Improvement inGrade-Crossing Safety Apparatus, of which the following is a full,clear, and exact description, reference being had to the accompanyingdrawings, which form a part of this specification.

The object of my invention is to prevent the possibility of vehiclesbeing struck by railroad trains at grade crossings. Safety gates,warning signs, traffic control officers and other expedients afford onlylimited protection. The most eflicient known means to prevent gradecrossing accidents involve the employment of trafiic directors orwatchmen controlling the operation of safety gates, but this requiresthe services of two or three men working on twelve or eight hour shifts,if the crossing is to be properly guarded during day and night,involving an expense which, if it is to be applied to a large number ofcrossings, is almost prohibitive.

My inventioncontemplates the provision of automatically actuated meanswhereby a vehicle will be absolutely prevented from proceeding along thehighway as far as the track while a train is approaching the highway andduring its passage thereover.

A preferred embodiment of the invention is shown in the accompanyingdrawings, in which Fig. 1 is a plan view of the entire apparatus.

Fig. 2 is a detail view of that part of the mechanism for releasing thetrap door directly actuated by an approaching train.

Figs. 3 and at are vertical sections across one of the railroad tracksand along the highway adjacent thereto, showing a vehicle pit, a trapdoor for the same, and a part of the mechanism for locking and releasingthe trap door.

Fig. 5 is a perspective view of the last named mechanism.

Figs. 6, 7 and 8 are elevations of another part of the mechanism forlocking and releasing the trap door.

Fig. 9 is a detail side view of certain of the elements shown in Figs.6, 7 and 8.

A represents a highway crossed by railroad tracks I), b. Beneath thevsurface of the highway is a pit c, which may be of any suitable size andshape, preferably as shown in Fig. 1'. In this figure, the pit is shownas comparatively wide atthe rear (the end more remote from the tracks)the side walls being concavely curved toward a comparatively narrowfront. Extending rearward from the pit are narrow channels cl, (Z,having the same depth as the pit. The pit is covered by a plate or trapdoor 6 and the channels by plates f, f. Just behind the pit, and belowthe front edges of plates f, f, is a shaft 9, on which are pivotedbell-crank levers 7L, 7a. One arm of each lever extends under, and issecured to and supports, the pit-covering plate or trap door 6. Theother arm carries any suitable balancing device, such as weights 2'.These weights hold the trap door 6 in a horizontal position except whenan overbalancing weight (such as that of an automobile) is imposed onthe trap door. To normally prevent the tilting of the trap door by apassing vehicle, its front edge is supported by an upright lever jpivoted at its lower end. The above apparatus constitutes an automobiletrap, the operation of which will be briefly described.

So long as trains are not passing along the tracks, the trap isfunctionless, the parts being in the position shown in Fig. 3. Suitablesigns should be erected warning against approaching the tracks, while atrain isapproaching orpassing, as far as the trap. Then the front of anapproaching train reaches a predetermined distance from the crossing,automatic mechanism operated by the train moves the supporting arm orlever into the position shown in Fig. 4. However, the pit-covering plateor trap door 6 remains in the position shown in Fig. 3, due to theaction of the weights 2'. If, however, the warning should be disregardedand a car be driven onto the trap door, the trap door will tilt into theposition shownin Fig. 4:, carrying the car partly into the pit. Thewheels on one or the other side of the car will strike the concave sidewalls of the pit, thereby breaking the force of the impact even if thecar should be traveling at a considerable speed.

There are, of course two of these traps,

one on one side, and the other on the other side, of the railway.

The supporting member may be operated automatically in any suitable way;but the automatic means that I have designed presents advantages withrespect to certainty of operation and simplicity and economy ofconstruction.

Adjoining one of the rails of each track, at a predetermined distancefrom the crossing, is a curved lever adapted to be engaged by theflanges of passing car Wheels. (See Fig. 2). This lever is pivotallysecured at one end to a tie. Its other end is attached to an arm msecured to a shaft carrying an arm n. The arm n is positioned betweenthe rails of a track.

Extending under the tracks, and also along the longitudinal center lineof the highway, is a shaft 3 carrying arms 25, 7). One arm 25 isconnected, by means of a rod 1', with one end of a sliding plate 9, theother end of plate p being connected by means of a rod or chain 0, withthe arm 47. between the rails of one of the tracks. Similar con nectionsare provided between the shaft a and the arm a between the rails of theothertrack.

Shaft s, at each end, carries an arm a, which is connected, by means ofa link 4), with one arm of a bell-crank lever .w, pivoted on a verticalaxis. This mechanism is contained in a chamber 00 located beneath thehighway alongside the track. Extending through a hole underneath thehighway is a rod or chain y, one end of which is connected to the otherarm of bell-crank w and the other end of which is connected with thesupporting lever j.

It will be understood, from the foregoing description, that when thefront wheels of a train approaching the crossing along either trackengage and depress lever 70, supporting lever j will be swung into theposition shown in Fig. 3, thereby rendering the automobile trapoperative.

It is desirable, however, that this mechanism should be restored to itsnormal inoperative position after a train has passed the crossing. Forthis purpose the following mechanism, associated with sliding plate 79,and illustrated in Figs. 69, is provided.

Plate p is slidable in ears on a plurality of adjacent ties 20, and bymeans of springs 10, is normally held in the position shown in Fig. 8,in which position supporting lever y is in the position shown in Fig. 3,in which position it supports the pit-covering plate 6. Projecting upfrom a fixed base in the road bed are two short posts 11, on which issleeved a lower frame 12, supported on springs 13 coiled about theposts. Springs 13 normally hold frame 12 against collars 14 on posts 11.An upper frame 15 is sleeved on posts 11 between collars 16 and 17 Plate79 is provided with projections 18 and 19 adapted, as hereinafterdescribed, to engage frames 12 and 15 respectively.

Vhen, by the depression of lever is by means of a car wheel flange,plate 39- is pulled from the position shown in Fig. 8 to that shown inFig. 6, projection 19 underrides frame 15, lifting it slightly. As soonas projection 19 rides beyond frame 15, the latter drops, latching theplate against a return movement. lVhen, however, the 10- comotive wheelsreach the plate 29, the ties 20, due to the superincumbent weight of thelocomotive, move downward, disengaging projection 19 from frame 15, butmoving projection 18 in line with frame .12, which,

by the action of spring 10, it immediately engages, as shown on Fig. 7.This limited movement of the plate does not sufiice to restoresupporting lever j to operative position. As soon, however, as the lastcar of the train has passed beyond plate 37, the ties will spring upinto their normal position, withdrawing project-ion 18 from lookingrelation with frame 12 and permitting spring 10 to return plate 39 tonormal position. This restores to normal position all the mechanismbetween the wheel-actuated lever 70 and the trap door sustaining leverj.

If two trains should be passing a crossing simultaneously, the pit coversustaining lever j, the mechanism for actuating it, and the plates 39associated with both tracks, will all be withheld from returning tonormal position until after both tracks shall have been cleared.

' It will thus be understood that the natural elasticity of the railwayroad bed is utilized to unlatch plate 79 and restore to working positionthe trap door sustaining lever j. As soon, therefore, as the tracks areclear, it is perfectly safe to drive over the trap door. I

What I claim is 1. In a grade crossing automobile trap, the combinationwith a railroad track, a pit, a pit cover adapted to drop and open thepit, and a pit cover upholder, of means associated with the track andadapted to be operated by a moving train to withdraw said upholder fromoperative position.

2. In a grade crossing automobile trap, the combination with a railroadtrack, a pit cover adapted to swing into position to open the pit by theweight of a superincumbent vehicle, a tension device adapted to hold thepit cover in position to close the pit when the same is not so weighted,other means to positively uphold the pit cover in position to close thepit, and means associated with the track and adapted to be operated by amoving train to withdraw the positive pit cover upholding means fromoperative position.

3. In a grade crossing automobile trap,

the combination with a railroad track, a pit, a pit cover adapted todrop and open the pit, and a pit cover upholder, of mechanism associatedwith the track and adapted to be operated by a moving train to withdrawsaid upholder from operative position, and means adapted to hold saidmechanism in the position to which it is so operated.

I. In a grade crossing automobile trap,the combination with a railroadtrack, a pit, a pit cover adapted to drop and open the pit, and a pitcover upholder, of mechanism associated with the track and adapted to beoperated by a moving train to withdraw said upholder from operativeposition, a latch adapted to hold said mechanism in the position towhich it is so operated, and means adapted to be operated by the movingtrain to withdraw same latch and permit said mechanism to be returned toposition to restore said upholder to operative position.

5. In a grade crossing automobile trap, the combination with the railsand ties of a track, a pit, and a swinging trap door for the pit, ofmeans to lock the trap door in position to close the pit, and mechanismcontrolled by a moving train to successively withdraw said look fromoperative position,

hold it in inoperative position and restore it to operative position.

6. In a grade crossing automobile trap, the combination with the railsand ties of a track, a pit, and a swinging trap door for the pit, ofmeans to lock the trap door in position to close the pit, mechanismconnected with said locking means and extending therefrom along thetrack, a lever relatively distant from said locking means and adapted tooperate said mechanism to withdraw sa1d locking means from operativeposition, latches relatively close to said looking means adapted to holdsaid mechanism in the last named position and adapted to be disengagedby the lift of a tie after the rear end of a train has passed beyond thelatches, and a spring adapted to return said mechanism to position torestore said locking means to operative position.

7. In a grade crossing automobile trap,

on one of the rails, a connection between the lever and the slidingplate whereby the latter is operable by the former, mechanism betweenthe sliding plate and said upholder adapted to be operated by said plateto withdraw said upholder from operative position, a spring tending toreturn the plate, and coacting stops, one of which is carried by theplate, adapted to lock the plate from returning to position to restoresaid upholder to operative position.

8. In a grade crossing automobile trap, the combination with ties andrails of a railroad track, a pit, a pit cover adapted to drop and openthe pit, and a pit cover upholder, of a plate slidable on one of theties, a lever adapted to be operated by a wheel traveling on one of therails, a connection between the lever and the sliding plate whereby thelatter is operable by the former, mechanism between the sliding plateand said upholder adapted to be operated by said plate to withdraw saidupholder from operative position. a spring tending to return the plate,a pair of coacting stops, one of which is carried by the plate, adaptedto lock the plate against return by said spring, said stops be ingdisengageable when said tie is depressed by the weight of the front ofthe train when it reaches said tie, and a second pair of coacting stops,one of which is carried by the plate, adapted to lock the plate againstreturn by said spring when said tie is so depressed, said stops beingdisengageable when said tie rises, after the train has passed beyond it,to allow said spring to return said plate to its original position,thereby effecting the restoration of said upholder to normal position.

In testimonyof which invention, I have hereunto set my hand, atPhiladelphia, Pennsylvania, on this 26th day of January, 1925.

RAYMOND SCHILLINGER.

